JP4862630B2 - Inter-vehicle distance control device - Google Patents

Inter-vehicle distance control device Download PDF

Info

Publication number
JP4862630B2
JP4862630B2 JP2006318813A JP2006318813A JP4862630B2 JP 4862630 B2 JP4862630 B2 JP 4862630B2 JP 2006318813 A JP2006318813 A JP 2006318813A JP 2006318813 A JP2006318813 A JP 2006318813A JP 4862630 B2 JP4862630 B2 JP 4862630B2
Authority
JP
Japan
Prior art keywords
vehicle
control
target
information
inter
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
JP2006318813A
Other languages
Japanese (ja)
Other versions
JP2008132822A (en
Inventor
政雄 大岡
晃 磯貝
Original Assignee
株式会社デンソー
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 株式会社デンソー filed Critical 株式会社デンソー
Priority to JP2006318813A priority Critical patent/JP4862630B2/en
Publication of JP2008132822A publication Critical patent/JP2008132822A/en
Application granted granted Critical
Publication of JP4862630B2 publication Critical patent/JP4862630B2/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/14Adaptive cruise control
    • B60W30/16Control of distance between vehicles, e.g. keeping a distance to preceding vehicle
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2552/00Input parameters relating to infrastructure
    • B60W2552/20Road profile

Description

  The present invention relates to an inter-vehicle distance control device.

  Conventionally, when there is no preceding vehicle, the vehicle travels at a constant speed at the set vehicle speed. A technique for following the vehicle while maintaining the above has been proposed (see, for example, Patent Documents 1 to 3).

  According to the technique described in Patent Document 1, when the speed of the detected object is> 0, the detected object is determined to be a preceding vehicle that travels in the same direction as the host vehicle, and is detected as a target for the headway control. When the speed of the object ≦ 0, it is assumed that the detected object is stopped or moving in the opposite direction and is not regarded as a target for the headway control.

  Further, the technology described in Patent Document 2 obtains the lateral relative speed (lateral relative speed) between the host vehicle and the preceding vehicle from the inter-vehicle distance and angle between the host vehicle and the preceding vehicle measured by the radar. Based on the lateral relative speed, the presence / absence of an interrupting vehicle that changes the lane from the adjacent lane to the front of the own lane is determined. If it is determined that there is an interrupting vehicle, follow-up control to the interrupting vehicle is performed.

In the technique described in Patent Document 3, a counter addition value is set in accordance with the distance between the preceding vehicle measured by the radar and the lateral deviation of the preceding vehicle, and the result of addition by the counter sets the threshold value. When exceeding, the vehicle ahead is selected as the preceding vehicle to be tracked. This counter addition value is set so that the judgment condition for a preceding vehicle at a short distance is relaxed, the judgment condition is set strictly for a preceding vehicle at a long distance, and the lateral deviation (displacement from the lane center line) is small (near the lane center line). The vehicle has a low judgment condition, and the preceding vehicle having a large lateral deviation (away from the center of the lane) sets the judgment condition strictly. Therefore, when selecting the preceding vehicle, the judgment conditions are loose for the forward vehicle traveling in a short distance, so that it is possible to speed up the response to a short-distance interrupted vehicle or the like with a high possibility of a rear-end collision I can do it.
Japanese Patent No. 2708951 JP-A-10-205366 JP 2000-57498 A

  When the preceding vehicle that is following the vehicle distance control function as described in Patent Documents 1 to 3 is stopped and the vehicle is stopped while maintaining an appropriate inter-vehicle distance, only the preceding vehicle in progress In addition, a stopped vehicle (stopped vehicle) is also set as a target for the headway control. However, in the technique of the above-mentioned Patent Document 1, since only the preceding vehicle that travels in the same direction as the host vehicle is the target for the inter-vehicle control, the stopped vehicle cannot be the target. Further, when the radar detects a stationary object other than the stopped vehicle (for example, a guardrail, a road sign, a pedestrian, etc.), it will malfunction if the stationary object is a target for inter-vehicle control. Therefore, even when the radar detects a stationary object other than the stopped vehicle, it is necessary to exclude the stationary object from the target as much as possible.

  Moreover, when another vehicle interrupts between the preceding vehicle and the host vehicle, it is necessary to change the target of the inter-vehicle control early from the preceding vehicle to the interrupting vehicle. In relation to this, in Patent Document 2 and Patent Document 3 described above, an attempt is made to change at an early stage based on the lateral relative speed and lateral deviation, but this stably detects the lateral relative speed and lateral deviation. Limited to situations where you can.

  In other words, if the interrupting vehicle is interrupted from a relatively distant distance from the host vehicle, the interrupting vehicle can be detected from the early stage of interruption by the radar. Therefore, it is possible to change the target at an early stage from the lateral relative speed and lateral deviation that can be stably detected. However, in a situation where an interrupting vehicle is interrupted at a relatively close distance to the host vehicle, the radar detectable range is limited, so it is difficult to detect the interrupting vehicle at an early stage of interruption. . Accordingly, the lateral relative speed and the lateral deviation cannot be detected stably, and as a result, the target cannot be changed from the preceding vehicle to the interrupted vehicle at an early stage.

  The present invention has been made in view of the above problems, and excludes stationary objects other than the stopped vehicle from the target for the inter-vehicle control as much as possible, and also changes the target for the inter-vehicle control from the preceding vehicle to the interrupted vehicle at an early stage. An object of the present invention is to provide an inter-vehicle distance control device that can perform the above.

The inter-vehicle distance control device according to claim 1 , which is made to achieve the above object , includes a control unit that executes inter-vehicle control for controlling the inter-vehicle distance with the target vehicle in front of the host vehicle. Information acquisition means for acquiring operation information from an operation means operated by a driver of the own vehicle and vehicle information from a vehicle detection means for detecting a vehicle existing in a predetermined range including the own lane ahead of the own vehicle; A target candidate extracting means for extracting a target candidate corresponding to a predetermined extraction condition from the vehicle information, and a target selecting means for selecting a final target from the target candidates extracted by the target candidate extracting means, target candidate extracting means, when the information acquisition unit and acquires operation information corresponding to the instruction from the driver about the extraction of the target candidate, vehicle Characterized in that the extract after having added stopping the vehicle stops, and the extraction conditions for at least one of the vehicle of the interrupt vehicle approaching from the adjacent lane of the own lane to the own lane ahead of the host vehicle and target candidates to And

As a result, even if the vehicle detection means detects a stationary object other than the stopped vehicle, if the operation information corresponding to the instruction from the driver is not acquired (if there is no instruction from the driver), the own lane The extraction condition for setting at least one of the stopped vehicle and the interrupting vehicle to be a target candidate is not added, and only when the above operation information is acquired (only when there is a driver's instruction) ) Since the extraction condition is added, stationary objects other than the stopped vehicle that stops in the own lane can be excluded from the target candidates as much as possible. In addition, since the extraction condition is added when the operation information is acquired, the vehicle detection means starts the interruption vehicle from the early stage of interruption in a situation where the interruption vehicle interrupts at a relatively close distance to the own vehicle. Even if it is difficult to detect this, it is possible to quickly change the target of the inter-vehicle control to the interrupted vehicle.

According to the inter-vehicle distance control device according to claim 2 , the control means is a deceleration control that decelerates the host vehicle when the information acquisition means acquires operation information corresponding to an instruction from the driver regarding extraction of target candidates. Alternatively, acceleration suppression control for suppressing acceleration is started. Thereby, it becomes possible to start deceleration of the own vehicle or suppression of acceleration by the operation of the operation means by the driver.

According to the inter-vehicle distance control apparatus of the third aspect , the operation means is a lever mechanism that is disposed in the vicinity of the steering wheel of the host vehicle and can be operated in the vertical direction of the steering hole, and the lever mechanism is continued in the vertical direction. Operation information determination means for determining whether the operation information acquired by the information acquisition means is operation information corresponding to an instruction from the driver regarding extraction of a target candidate from the operation time operated .

  As a result, the driver can easily extract the stopped vehicle or the interrupted vehicle as the target candidate by operating the lever mechanism in the vertical direction. As described above, when the information acquisition means acquires operation information corresponding to an instruction from the driver regarding extraction of target candidates, deceleration control for decelerating the host vehicle or acceleration suppression control for suppressing acceleration is performed. Start. Accordingly, when the operation time corresponds to a long time operation (an operation for continuously lowering the lever mechanism for about 0.5 seconds or more: a coast operation), operation information corresponding to an instruction from the driver regarding extraction of a target candidate. It is preferable to determine that this is the case in order to prevent malfunction of the inter-vehicle control.

In the inter-vehicle control apparatus according to claim 4 , when the information acquisition unit acquires operation information corresponding to an instruction from the driver regarding extraction of a target candidate, the operation information is a stop with the stopped vehicle as a target candidate. Instruction determining means is provided for determining whether the operation information corresponds to the vehicle selection instruction or the operation information corresponding to the interrupt vehicle selection instruction with the interrupt vehicle as a target candidate. According to the determination result of the determination means, the deceleration control or the acceleration suppression control is executed so that a deceleration of a different magnitude is generated in the host vehicle.

  As a result, the host vehicle can be decelerated or the acceleration of the host vehicle can be suppressed by a deceleration (negative acceleration) having a magnitude corresponding to the stop vehicle selection instruction and the interrupted vehicle selection instruction.

According to the inter-vehicle control apparatus of the fifth aspect , the instruction determination unit responds to an instruction from the driver regarding the extraction of the target candidate when the information selection unit determines that the target selection by the target selection unit has been confirmed. The operation information corresponding to the interrupting vehicle selection instruction is determined, and when the target selection by the target selection means is uncertain, the information acquisition means is a driver related to the extraction of target candidates. When the operation information corresponding to the instruction from is acquired, it is determined that the operation information corresponds to the stop vehicle selection instruction.

  Thereby, it can be determined whether the operation to the operation means by the driver is an operation corresponding to the stop vehicle selection instruction or an operation corresponding to the interrupt vehicle selection instruction.

In the inter-vehicle control apparatus according to claim 6 , the control means has a case where the information acquisition means acquires the operation information corresponding to the stop vehicle selection instruction, as compared with the case where the information acquisition means acquires the operation information corresponding to the interrupt vehicle selection instruction. The vehicle is characterized by decelerating or suppressing acceleration with a large deceleration.

  When comparing the relative speed with respect to the own vehicle between the stopped vehicle and the interrupted vehicle, the relative speed with the stopped vehicle is larger than the relative speed with the interrupted vehicle, so a greater deceleration (negative acceleration) This is because it is necessary to decelerate the vehicle or suppress acceleration.

According to the inter-vehicle distance control device according to claim 7 , when the information acquisition unit acquires operation information corresponding to the stop vehicle selection instruction, the control unit performs deceleration control until the target selection by the target selection unit is confirmed. Alternatively, the acceleration suppression control is continuously executed. Thereby, since a target is not selected promptly, even if it is a case where the start of inter-vehicle distance control is delayed, it is possible to delay the approach of the own vehicle to the stopped vehicle.

In the inter-vehicle distance control device according to claim 8 , the information acquisition means acquires accelerator operation information from an accelerator operation detection means for detecting an accelerator pedal operation in the host vehicle, and the control means performs deceleration control or acceleration suppression control. When the information acquisition means acquires accelerator operation information indicating that the operation intervention on the accelerator pedal has been performed during continuous execution, the execution of deceleration control or acceleration suppression control is terminated. To do.

  As a result, the deceleration control or the acceleration suppression control can be terminated by an operation intervention on the accelerator pedal by the driver. As a result, after completion of the deceleration control or the acceleration suppression control, it is possible to shift to the execution of the normal inter-vehicle distance control (constant speed control for traveling at the set vehicle speed when there is no vehicle ahead of the host vehicle).

The inter-vehicle distance control device according to claim 9 is based on the vehicle information acquired by the information acquisition means, and the vehicle lane probability that the vehicle existing in the predetermined range exists in the own lane, and the vehicle existing in the predetermined range with respect to the own vehicle. Comprising calculating means for calculating at least one of the horizontal position and the amount of movement thereof, the target candidate extracting means extracts based on the own lane probability, and the information acquiring means is an operation corresponding to the interrupted vehicle selection instruction. When information is acquired, target candidates are extracted in consideration of at least one of a horizontal position and a movement amount. This makes it easier to extract the interrupted vehicle as a target candidate.

According to the inter-vehicle control apparatus of the tenth aspect , when the information acquisition unit acquires the operation information corresponding to the interrupt vehicle selection instruction, the target selection unit automatically selects from the target candidates extracted by the target candidate extraction unit. A vehicle having the shortest distance from the vehicle is selected as a final target. Thereby, the inter-vehicle distance control can be executed with an interrupting vehicle entering at a short distance from the host vehicle as a target.

In the inter-vehicle control apparatus according to claim 11 , the control means is a new target having a shorter distance from the host vehicle than the target immediately before the information acquisition means acquires operation information corresponding to the interrupt vehicle selection instruction. Until the selection is made, the deceleration control or the acceleration suppression control is continuously executed. Thereby, since a target is not selected promptly, even if it is a case where the start of inter-vehicle distance control is delayed, the approach of the own vehicle to the interrupted vehicle can be delayed.

In-vehicle control device according to claim 1 2, the information acquiring unit acquires the accelerator operation information from the accelerator operation detecting means for detecting an accelerator pedal in the vehicle, the control means, the deceleration control or the acceleration suppression control When the information acquisition means acquires the accelerator operation information that the operation intervention to the accelerator pedal has been performed while continuously executing the control, the execution of the deceleration control or the acceleration suppression control is terminated. To do.

  As a result, the deceleration control or the acceleration suppression control can be terminated by an operation intervention on the accelerator pedal by the driver. As a result, after completion of the deceleration control or the acceleration suppression control, it is possible to shift to the execution of the normal inter-vehicle distance control (constant speed control for traveling at the set vehicle speed when there is no vehicle ahead of the host vehicle).

  DESCRIPTION OF EMBODIMENTS Hereinafter, embodiments of an inter-vehicle distance control device according to the present invention will be described with reference to the drawings. FIG. 1 shows the overall configuration of a control system in which the inter-vehicle distance control device of the present invention is employed. An inter-vehicle control ECU 1 shown in FIG. 1 is an inter-vehicle control device according to the present invention. With the inter-vehicle control ECU 1 as a center, a brake ECU 2, a meter ECU 3, an engine ECU 4, a radar sensor 11, a vehicle speed sensor 12, a yaw rate sensor 13, and a steering sensor 14 are arranged. , The control switch (SW) 21, the target inter-vehicle setting switch (SW) 22, and the alarm buzzer 23 constitute a control system.

  The control system shown in FIG. 1 realizes the following controls in the range of the entire vehicle speed (0 [km / h] to about 100 [km / h]) of the host vehicle. In addition, each control in the following driving | running | working phases 1-4 will be named generically, and it will call a cruise control (cruise function).

  [Running phase 1] When there is no preceding vehicle, the vehicle travels at a constant speed at a set vehicle speed (constant speed control).

  [Running phase 2] When catching up to a vehicle slower than the host vehicle during constant speed control, the vehicle is selected as a target, and the vehicle is followed while maintaining an appropriate inter-vehicle distance from the target, and the target stops. In this case, the host vehicle is stopped while maintaining an appropriate inter-vehicle distance from the target, and the stopped state is maintained (inter-vehicle control).

  [Running phase 3] In a situation where the vehicle approaches the stopped vehicle during constant speed control or the vehicle in the adjacent lane enters the front of the own vehicle from a distance relatively close to the own vehicle (the interrupting vehicle interrupts), from the driver When a stop vehicle selection instruction or an interrupt vehicle selection instruction with a stop vehicle or an interrupt vehicle as a target candidate is received, the host vehicle is decelerated (deceleration control) or acceleration is suppressed (acceleration suppression control). When a stop vehicle or an interrupted vehicle is selected as a target after the start of deceleration control or acceleration suppression control, the host vehicle stops or follows the vehicle while maintaining an appropriate inter-vehicle distance from the target.

  When the deceleration control or acceleration suppression control is started in response to the stop vehicle selection instruction, the deceleration control or acceleration suppression control is continuously executed until the target is determined, and this deceleration control or acceleration suppression control is executed. When an accelerator pedal operation intervention is performed by the driver during the continuation, the execution of the deceleration control or the acceleration suppression control is terminated, and the routine proceeds to constant speed control or inter-vehicle distance control.

  In addition, when deceleration control or acceleration suppression control is started in response to an interrupt vehicle selection instruction, a new target with a shorter distance from the host vehicle than the target immediately before receiving the interrupt vehicle selection instruction is selected. If deceleration control or acceleration suppression control is continued until the driver performs accelerator pedal operation intervention while the deceleration control or acceleration suppression control continues, the deceleration control or acceleration suppression control The execution is terminated, and the control shifts to constant speed control or inter-vehicle distance control.

  [Running phase 4] When the host vehicle is in a stopped state, if the driver receives an instruction to start the host vehicle (start permission instruction), the host vehicle is started (acceleration control).

  The radar sensor 11 is a scanning laser radar, and is provided in the front bumper portion of the own vehicle or in the vicinity thereof. The radar sensor 11 sends a laser beam forward of the host vehicle and detects an object (referred to as a target as appropriate) existing in a predetermined range in front of the host vehicle from the reflected light. A vehicle distance control ECU 1 is connected to the radar sensor 11, and the radar sensor 11 outputs preceding vehicle information (vehicle information) including various data related to the detected object and diagnostic data to the vehicle distance control ECU 1. In this embodiment, a case where a laser radar is employed as the radar sensor 11 will be described. However, not only the radar radar but also a millimeter wave radar using millimeter waves can be employed.

  The preceding vehicle information is composed of various data such as the distance Z to the object detected by the radar sensor 11, the lateral position Xs, the relative speed Vr, the object type (stopped object / moving object), the own lane probability Pi, and the lateral relative speed Vs. Is done. The distance Z is a Z-X coordinate plane in which the mounting position of the radar sensor 11 is a coordinate origin, the front direction of the host vehicle is the Z axis, and the direction perpendicular to the Z axis (the width direction of the host vehicle) is the X axis. The value on the Z axis is shown. The lateral position Xs is a lateral position on the X axis on a straight road that is calculated from the distance Z and the direction of the object relative to the host vehicle based on the estimated curve radius (estimated R) data input from the inter-vehicle control ECU 1. It is converted into Xs. That is, the horizontal position of the object on the curved road is converted into the horizontal position on the straight road.

  The estimated R is estimated by the inter-vehicle control ECU 1, and specifically, is estimated from Formula 1 based on the current vehicle speed Vn of the host vehicle and the steering angle θ of the steering. Note that KR, α, and β in Equation 1 are all constants.

(Equation 1)
R = KR × (1 + α × Vn 2 + β × Vn 3 ) / θ
Further, the lateral position Xs of the object on the straight road is calculated by Expression 2 based on the estimated R estimated from Expression 1 above.

(Equation 2)
Xs = Xc × Z 2/2 × R
In the ZX coordinate plane, the position (Xs, Z) of the object on the straight road is represented from the distance Z and the lateral position Xs.

  The relative speed Vr represents the relative speed between the object detected by the radar sensor 11 and the own vehicle. When the object and the own vehicle approach each other, a negative (−) sign is attached to the object and the own vehicle. In the case of moving away from each other, a positive (+) sign is attached. The object type is a classification of an object detected by the radar sensor 11 into an object that stops (still) (stationary object) and a moving object (moving object) based on the magnitude of the relative velocity Vr.

  The own lane probability Pi represents a probability that an object detected by the radar sensor 11 exists in the own lane, and a probability map created in advance from the position (Xs, Z) of the object on the straight road inside the radar sensor 11. Is calculated based on Since the method described in Japanese Patent Laid-Open No. 11-45398 can be adopted as a method for calculating the own lane probability Pi based on this probability map, the description thereof is omitted.

  The lateral relative speed Vs is a relative speed in the X-axis direction with respect to the host vehicle, and is expressed as positive (+) on the right side and negative (-) on the left side with respect to the Z-axis. The lateral relative speed Vs is calculated from the angle Z and the distance Z by obtaining an angle with respect to the Z axis from the distance Z and the lateral position Xs.

  The vehicle speed sensor 12 is a sensor that outputs vehicle speed pulses at intervals corresponding to the rotational speed of the rolling wheels of the host vehicle, and is provided for each rolling wheel. The current vehicle speed Vn of the host vehicle is estimated (calculated) from the vehicle speed pulse output from the vehicle speed sensor 12, and the estimated (calculated) vehicle speed Vn is output to the engine ECU 4.

  The yaw rate sensor 13 is a sensor that detects an angular velocity (yaw rate dω / dt) around the Y axis perpendicular to the Z-X coordinate plane, and the steering sensor 14 is from a neutral position (0 °: straight traveling state) of the steering wheel. It is a sensor that detects the turning angle (steering angle θ). The yaw rate sensor 13 and the steering sensor 14 output detection signals for the yaw rate dω / dt and the steering angle θ to the brake ECU 2.

  The control SW 21 and the target inter-vehicle setting SW 22 are arranged in the vicinity of the steering wheel of the host vehicle as shown in FIG. In FIG. 4A, a lever-like control SW 21 is provided on the right side of the steering shaft, and a target inter-vehicle setting SW 22 is provided on the steering wheel.

  The control SW 21 switches the cruise function ON / OFF, sets the vehicle speed in constant speed control and the upper limit vehicle speed in inter-vehicle control, accelerates / decelerates without operation of the accelerator pedal, and returns from the cruise function non-control state to the control state. Is to do. In addition, the target inter-vehicle setting SW 22 is used to switch the target inter-vehicle time in inter-vehicle distance control (“long” (2.4 seconds), “medium” (2.0 seconds), and “short” (1.8 seconds). ).

  FIG. 2B shows an enlarged view of the control SW 21. The control SW 21 has a lever shape and can be operated in the vertical direction in FIG. 5B, and a main SW 21a that can be pushed in is provided on the side thereof. By pushing the main SW 21a, the cruise function power supply of the inter-vehicle control ECU 1 is turned on. The power ON state is a standby state of the cruise function, and after the vehicle speed (set vehicle speed) and the target inter-vehicle time in the constant speed control are set, the driver shifts to the actual cruise function by setting the cruise function. The cruise function set (SET) is executed by performing an operation (tap down operation) to lower the control SW 21 downward.

  When the set vehicle speed is increased with the cruise function set, an operation of increasing the control SW 21 (tap-up operation) is performed, and when the set vehicle speed is decreased, an operation of decreasing the control SW 21 downward ( This is executed by performing a tap down operation.

  In addition, when the driver performs a brake pedal operation with the cruise function set, the cruise function is cancelled, and in this canceled state, an operation to raise the control SW 21 upward (tap-up operation). To return to the original state where the cruise function is set (resume function).

  When issuing the stop vehicle selection instruction or the interrupt vehicle selection instruction and starting the deceleration of the own vehicle or the suppression of acceleration, the control SW 21 is continuously lowered for a predetermined time (about 0.5 seconds) or lower. It is executed by performing an operation (coast operation). Further, when the start permission instruction is issued, it is executed by performing an operation (accelerator operation) of raising the control SW 21 upward for a predetermined time (about 0.5 seconds) or more.

  In the inter-vehicle control ECU 1, when the operation information from the control SW 21 is input, whether the operation is a tap-up operation or an accelerator operation from the operation time in which the control SW 21 is continuously raised / lowered upward / downward, or It is determined whether the operation is a tap-down operation or a coast operation.

  As a result, the driver can issue a stop vehicle selection instruction or an interrupt vehicle selection instruction by operating the control SW 21 downward for a predetermined time (about 0.5 seconds) or longer. As a result, it is possible to easily extract a stopped vehicle or an interrupted vehicle as a candidate for a cruise control target. As described above, since the deceleration control or the acceleration suppression control is started by receiving the stop vehicle selection instruction or the interrupt vehicle selection instruction, the inter-vehicle control ECU 1 has an operation time of a predetermined time (about 0.5 seconds) or more. In this case, it is preferable to determine that the operation information corresponds to the stop vehicle selection instruction or the interrupt vehicle selection instruction in order to prevent malfunction of the cruise function.

  FIG. 2 (c) shows an enlarged view of the target inter-vehicle setting SW22. The target inter-vehicle setting SW 22 has a function of switching the target inter-vehicle time in three stages. The target inter-vehicle time is always set to “Long” (2.4 seconds) in the initial state of the engine ON, and from “Long” (2.4 seconds) to “Medium” by operating the mode switch (MODE). (2.0 seconds) and then switch to “short” (1.8 seconds). When the operation is further shortened to “short” (1.8 seconds), the target inter-vehicle time returns to “long” (2.4 seconds) again.

  The alarm buzzer 23 generates an alarm in response to an ON / OFF signal from the inter-vehicle control ECU 1. The inter-vehicle control ECU 1 determines that the vehicle can start when it is determined that an acceleration exceeding the maximum acceleration that can be generated by the cruise function is required, or when the host vehicle holds the stop state. In some cases, an ON signal is output to the alarm buzzer 23.

  The inter-vehicle control ECU 1, the brake ECU 2, the meter ECU 3, and the engine ECU 4 are connected via a CAN (Controller Area Network) bus and transmit / receive various data to / from each other. The brake ECU 3 is a control device that controls the braking force of the host vehicle. The brake ECU 3 inputs the yaw rate dω / dt and the steering angle θ from the yaw rate sensor 13 and the steering sensor 14, and also inputs a target acceleration and a brake request signal via the CAN bus. To do. When receiving the brake request signal, the brake ECU 2 controls the braking force of the host vehicle so that the target acceleration is generated in the host vehicle, and controls the braking force control state (brake) at the yaw rate dω / dt and the steering angle θ. At the same time, it is output to the CAN bus.

  The meter ECU 3 inputs display data from the CAN bus and performs display control of various warning lights in the display and the meter. The engine ECU 4 is a control device that controls the driving force of the host vehicle. The engine ECU 4 inputs the current vehicle speed Vn of the host vehicle from the vehicle speed sensor 12 and inputs target acceleration and diagnosis data via the CAN bus. The engine ECU 4 implements cruise control based on these input data. Specifically, an electronic throttle actuator and an ECT (electronic control transmission) solenoid (not shown) are connected to the engine ECU 4, and the electronic throttle actuator is driven according to the target acceleration supplied from the inter-vehicle control ECU 1. The driving force of the host vehicle is controlled. Further, the engine ECU 4 outputs the current vehicle speed Vn from the vehicle speed sensor 12 and the control state (idle) of the driving force to the CAN bus.

  The inter-vehicle control ECU 1 inputs the preceding vehicle information and the diagnosis data from the radar sensor 11, and inputs the operation information from the control SW 21. Further, a signal corresponding to the target inter-vehicle time is input from the target inter-vehicle setting SW22, and signals of control states of the current vehicle speed Vn, the steering angle θ, the yaw rate dω / dt, the driving force, and the braking force are input from the CAN bus. The inter-vehicle control ECU 1 executes cruise control processing based on these input signals and input information, and generates the target acceleration, brake request, and display data of the host vehicle, and the generated data and diagnostic data. Are output to the CAN bus.

  The configuration of the present embodiment is as described above, and its operation will be described with reference to the flowchart shown in FIG. FIG. 3 is a process flowchart of cruise control executed by the inter-vehicle control ECU 1 and the laser sensor 11. This process starts when the driver pushes in the main switch 21a of the control SW 21 (power is on) and sets the cruise function (tap down operation) after the set vehicle speed and the target inter-vehicle time are set.

  In step S <b> 10 shown in FIG. 3, preceding vehicle information and diagnostic data are acquired from the radar sensor 11. In step S20, various data of the current vehicle speed Vn, steering angle θ, yaw rate dω / dt, braking force control state (brake) in the brake ECU 2 and driving force control state (idle) in the engine ECU 4 are acquired from the CAN bus. .

  In step S30, a driver instruction determination process shown in FIG. 4 is executed. In step S301 of FIG. 4, the stop vehicle selection instruction flag (hereinafter referred to as stop instruction flag fgs) is turned on ("1"), or the interrupt vehicle selection instruction flag (hereinafter referred to as interrupt instruction flag fgi) is turned on ("1"). ). If an affirmative determination is made in step S301, the process proceeds to step S307. If a negative determination is made, the process proceeds to step S302.

  In step S302, it is determined whether the operation information from the control SW 21 is a tap-up operation, a tap-down operation, an accelerator operation, or a coast operation from the direction (up and down) and operation time in which the control SW 21 is operated. In step S303, when it is determined in step S302 that the operation is a coast operation, it is determined whether the coast operation is a stop vehicle selection instruction or an interrupt vehicle selection instruction.

  If an affirmative determination is made in step S303, the process proceeds to step S304. If a negative determination is made, this process ends. In step S304, it is determined whether or not the cruise control target is fixed (selected). If the determination in step 304 is affirmative, it is determined in step S305 that the coasting operation to the control SW 21 by the driver is an operation corresponding to the interrupting vehicle selection instruction, and the interrupt instruction flag fgi is turned on ("1"). ). On the other hand, if a negative determination is made in step S304, it is determined in step S306 that the coasting operation to the driver control SW21 is an operation corresponding to the stop vehicle selection instruction, and the stop instruction flag fgs is set to ON (“1”). Set.

  Thus, in the driver instruction determination process, if a coast operation is performed while the target of cruise control is fixed, it is determined that the coast operation is an operation corresponding to the interrupt vehicle selection instruction. When the coast operation is performed when the cruise control target is not yet determined, it is determined that the coast operation is an operation corresponding to the stop vehicle selection instruction.

  If an affirmative determination is made in step S301, it is determined in step S307 whether or not the stop instruction flag fgs is ON (“1”). If an affirmative determination is made in step S307, the process proceeds to step S308. If a negative determination is made (when the interrupt instruction flag fgi is ON (“1”)), the process proceeds to step S311.

  In step S308, it is determined whether the target for cruise control is determined. If an affirmative determination is made in step S308, the stop instruction flag fgs is set to OFF (“0”) in step S309, and this process ends. On the other hand, if a negative determination is made in step S308, the process proceeds to step S310. In step S310, it is determined whether an operation intervention on the accelerator pedal by the driver has been performed. If an affirmative determination is made in step S310, the above-described processing in step S309 is performed. On the other hand, if a negative determination is made in step S310, this process ends.

  In step S311, it is determined whether or not the cruise control target has been changed. That is, the target is changed before and after the interruption instruction flag fgi changes from OFF (“0”) to ON (“1”) (before and after the coast operation corresponding to the interruption vehicle selection instruction is performed). Determine whether or not. If an affirmative determination is made in step S311, the process proceeds to step S312. If a negative determination is made, the process proceeds to step S314.

  In step S312, when the interrupt instruction flag fgi is OFF ("0") compared to the target selected until immediately before the interrupt instruction flag fgi changes from OFF ("0") to ON ("1"). After changing to ON (“1”), it is determined whether or not a new target having a short distance from the host vehicle has been selected. If an affirmative determination is made in step S312, the process proceeds to step S313. If a negative determination is made, the process proceeds to step S314. In step S313, the interrupt instruction flag fgi is set to OFF (“0”), and this process ends.

  In step S314, it is determined whether an operation intervention on the accelerator pedal by the driver has been performed. If an affirmative determination is made in step S314, the above-described processing in step S313 is performed. On the other hand, if a negative determination is made in step S314, this processing is terminated.

  In step S40 of FIG. 3, the target selection process shown in FIG. 5 is executed. In step S401 in FIG. 5, the extraction condition 1 AND (extraction condition 2 OR extraction condition 3 OR extraction) is selected from the following extraction conditions 1 to 4 for all targets included in the preceding vehicle information from the radar sensor 11. A target satisfying the condition 4) is extracted as a target (interrupt vehicle) candidate.

  Note that Dz [m] in the extraction condition 1 is a positive constant, and Vx [km / h] in the extraction condition 3 is a positive constant. The horizontal position Xso in the extraction condition 4 indicates the horizontal position when the interrupt instruction flag fgi changes from OFF (“0”) to ON (“1”), and Xsx is a positive constant. .

[Extraction condition 1] Distance Z <(distance Z ′ + Dz to the preceding vehicle)
[Extraction condition 2] Relative speed Vr <0
[Extraction condition 3] (lateral position Xs> 0 AND lateral relative speed Vs <−Vx) OR (lateral position Xs <0 AND lateral relative speed Vs> Vx)
[Extraction condition 4] (lateral position Xs> 0 AND {lateral position Xs−lateral position Xso} <− Xsx) OR (lateral position Xs <0 AND {lateral position Xs−lateral position Xso}> Xsx)
The extraction condition 1 assumes that a vehicle traveling at a lower speed than the preceding vehicle is interrupted, and a vehicle at a distance slightly longer than the distance Z ′ to the preceding vehicle is also a target candidate. Extraction condition 3 is a condition in which the approach to the host vehicle in the X-axis direction is represented by a lateral relative speed, and extraction condition 4 is a condition in which the approach to the host vehicle in the X-axis direction is represented by a change in lateral position (movement amount). It is.

  In step S402, for all the targets included in the preceding vehicle information from the radar sensor 11, targets that satisfy the extraction condition 5 OR extraction condition 6 OR extraction condition 7 among the following extraction conditions 5 to 7 are targeted. (Prior vehicle) Extract as a candidate.

[Extraction condition 5] Object type = moving object AND own lane probability Pi> predetermined coefficient [Extraction condition 6] stop instruction flag fgs = ON ("1") AND own lane probability Pi> predetermined coefficient [Extraction condition 7] interruption instruction Flag fgi = ON (“1”) AND Target extracted as interrupt vehicle candidate in interrupt vehicle candidate group extraction (step S401) The above extraction condition 6 and extraction condition 7 are the stop instruction flag fgs and the interrupt instruction. When the flag fgi is ON (“1”), it is added as an extraction condition. Thus, when the driver performs a coast operation corresponding to the stop vehicle selection instruction or the interrupt vehicle selection instruction from the control SW 21, the extraction condition 6 and the extraction condition 7 are added. It is possible to easily extract the interrupted vehicle as a target candidate.

  Therefore, even if the radar sensor 11 detects a stationary object other than the stopped vehicle, it does not acquire coast operation operation information corresponding to the stopped vehicle selection instruction or the interrupted vehicle selection instruction (the driver's instruction is If there is no extraction condition for making the target candidate a stop vehicle or an interrupted vehicle different from the vehicle traveling in the own lane, only when the operation information of the coast operation is acquired (driving) The extraction condition 6 and the extraction condition 7 are added only when there is an instruction from the user. Therefore, stationary objects other than the stopped vehicle can be excluded from the target candidates as much as possible. Further, since the extraction condition 6 and the extraction condition 7 are added when the operation information of the coast operation is acquired, the radar sensor 11 interrupts in a situation where the interrupting vehicle interrupts at a relatively close distance to the own vehicle. Even if it is difficult to detect an interrupted vehicle from an early stage, it is possible to quickly change the target of the inter-vehicle control to the interrupted vehicle.

  Further, the extraction condition 7 is a condition for extracting a target corresponding to the extraction condition 4 in consideration of the horizontal position Xs and the horizontal movement amount when the interrupt instruction flag fgi = ON (“1”). This extraction condition 7 makes it easier to extract the interrupted vehicle as a target candidate.

  In step S403, it is determined whether a target candidate has been extracted in step S402. If an affirmative determination is made in step S403, the process proceeds to step S404. If a negative determination is made, the process proceeds to step S406.

  In step S404, among the target candidates extracted in step S402, the target candidate with the shortest distance Z is selected as the final target. Thereby, when an interruption vehicle is extracted as a target candidate, the interruption vehicle which approachs at a short distance from the own vehicle can be targeted.

  In step S405, the preceding vehicle information of the target selected in step S404 is stored as target data. In step S406, data indicating that no target has been selected is stored as target data.

  In step S50 of FIG. 3, the target acceleration calculation process shown in FIG. 6 is executed. In step S501 of FIG. 6, the normal target acceleration calculation process shown in FIG. 7 is executed. In step S511 of FIG. 7, it is determined whether the target selection is confirmed (selected) by the above-described target selection process (FIG. 5). If an affirmative determination is made in step S511, the process proceeds to step S512. On the other hand, if a negative determination is made, the target acceleration is set to a value when the target is not selected (unconfirmed) in step S516, and this process ends.

  In step S512, an inter-vehicle deviation ratio shown in Formula 3 is calculated. Note that the target inter-vehicle distance D in Equation 3 is obtained by multiplying the target inter-vehicle time by the current vehicle speed Vn.

(Equation 3)
Inter-vehicle deviation ratio [%] = (Current target distance Z−Target inter-vehicle distance D) / Target inter-vehicle distance D
In step S513, the relative speed Vr with respect to the target is subjected to a low-pass filter (LPF) process, thereby temporarily removing the relative speed indicating an excessively large or too small magnitude. In step S514, using the control map shown in FIG. 8, a target acceleration corresponding to the intervehicular deviation ratio calculated in step S512 and the relative speed subjected to the filtering process in step S513 is calculated.

In step S515, the target acceleration calculated in step S514 is compared with a preset acceleration upper / lower limit value (for example, about ± 2 [m / s 2 ]), and the target acceleration is a positive value (acceleration side). ), When target acceleration> acceleration upper limit value is satisfied, or when target acceleration is negative (deceleration side), when target acceleration <acceleration lower limit value is satisfied, target acceleration is set to acceleration upper limit value, or Change to the lower limit of acceleration.

In step S502 of FIG. 6, it is determined whether or not the stop instruction flag fgs is ON (“1”). If an affirmative determination is made, the process proceeds to step S503. If a negative determination is made, the process proceeds to step S504. Proceed. In step S503, the final target acceleration magnitude to be generated in the host vehicle is set to ALH (eg, -1 [m / s 2 ]), and this process ends.

  In step S504, it is determined whether or not the interrupt instruction flag fgi is ON (“1”). If an affirmative determination is made, the process proceeds to step S505. On the other hand, if a negative determination is made in step S504, there is no stop vehicle selection instruction or interrupted vehicle selection instruction by the driver, so the target acceleration is set to the target acceleration calculated in the normal target acceleration calculation process of FIG. This process ends.

In step S505, it is determined whether or not the target acceleration calculated in the normal target acceleration calculation process of FIG. 7 satisfies target acceleration> 0 [m / s 2 ]. If an affirmative determination is made in step S505, the process proceeds to step S506. If a negative determination is made, the process proceeds to step S507. In step S506, since an interrupt vehicle selection instruction is first received by the driver, the final target acceleration magnitude to be generated in the host vehicle is set to ALW (for example, −0.07 [m / s 2 ]). ) To end this process. In step S507, the final target acceleration to be generated in the host vehicle is set to a size obtained by adding ALW to the target acceleration calculated in step S501 normal target acceleration calculation processing. Thereby, after receiving the interruption vehicle selection instruction, when the deceleration control or the acceleration suppression control is being performed, the (negative) acceleration can be further increased.

  Here, ALH and ALW both show negative values and have a relationship of ALH <ALW. That is, in step S502 and step S504, it is determined from the stop instruction flag fgs and the interrupt instruction flag fgi whether it is a stop vehicle selection instruction or an interrupt vehicle selection instruction, and the size varies depending on the contents of this instruction. The (negative) acceleration is generated in the host vehicle. As can be seen from the relationship ALH <ALW, when the driver receives a stop vehicle selection instruction for the first time, he / she has a larger (negative) acceleration than when the driver receives an interrupt vehicle selection instruction for the first time. The vehicle is decelerated. This is because when the relative speed with respect to the own vehicle is compared between the stopped vehicle and the interrupted vehicle, the relative speed with the stopped vehicle is greater than the relative speed with the interrupted vehicle, and thus a larger (negative) acceleration. This is because it is necessary to decelerate the vehicle.

  In this way, it is possible to start deceleration of the own vehicle or suppression of acceleration by a coast operation corresponding to the stop vehicle selection instruction or the interrupt vehicle selection instruction from the control SW 21. The deceleration of the host vehicle or the suppression of the acceleration is continuously executed until the target setting is confirmed (until affirmative determination is made in step S308 in FIG. 4). Since it is not selected, even if the start of the inter-vehicle control is delayed, the approach of the own vehicle to the stopped vehicle can be delayed.

  Further, when the accelerator pedal operation intervention is performed while the deceleration control or the acceleration suppression control is continuously executed (when an affirmative determination is made in step S310 or step S314 in FIG. 4), the deceleration is performed. The execution of the control or acceleration suppression control is terminated. As a result, the deceleration control or the acceleration suppression control can be terminated by an operation intervention on the accelerator pedal by the driver. As a result, after completion of the deceleration control or the acceleration suppression control, it is possible to shift to the execution of the normal inter-vehicle distance control (constant speed control for traveling at the set vehicle speed when there is no vehicle ahead of the host vehicle).

  In addition, when deceleration control or acceleration suppression control is started in response to an instruction to select an interrupted vehicle, a new target with a shorter distance from the host vehicle than the target immediately before receiving the instruction to select the interrupted vehicle is used. Until selection is made (until an affirmative determination is made in step S312 in FIG. 4), unless there is an intervention from the accelerator pedal (unless an affirmative determination is made in step S314 in FIG. 4), deceleration control or acceleration suppression is performed. Since the control is executed continuously, the target is not selected promptly, so that the approach of the own vehicle to the interrupted vehicle can be delayed even when the start of the inter-vehicle control is delayed.

  In step S60 of FIG. 3, when the target acceleration calculated by the target acceleration calculation process is a negative value, it is determined that a brake request signal should be output. In step S70, it is determined whether an alarm is generated from the alarm buzzer 23 (ON / OFF). In step S80, the estimation R is estimated. In step S90, the current vehicle speed Vn and the estimation R are output to the radar sensor 11. In step S100, the target acceleration, brake request, diagnosis, and display data are output to the CAN bus.

  Thus, in this embodiment, when the driver performs a coast operation corresponding to the stop vehicle selection instruction or the interrupt vehicle selection instruction from the control SW 21, the above-described extraction condition 6 and extraction condition 7 are added. It is possible to easily extract a stopped vehicle or an interrupted vehicle as a target candidate by an instruction from the driver.

It is a block diagram which shows the whole structure of the inter-vehicle distance control apparatus of this invention. (A) is a figure which shows control SW21 and target inter-vehicle setting SW22 which are arrange | positioned near the steering wheel of the vehicle interior of the own vehicle, (b) is an enlarged view of control SW21, (c) is target inter-vehicle setting SW22. FIG. It is a processing flowchart of cruise control. It is a flowchart for demonstrating driver | operator instruction | indication determination processing. It is a flowchart for demonstrating a target selection process. It is a flowchart for demonstrating a target acceleration calculating process. It is a flowchart for demonstrating normal target acceleration calculation processing. It is a figure which shows the control map for calculating a target acceleration.

Explanation of symbols

1 Inter-vehicle control ECU
2 Brake ECU
3 Meter ECU
4 Engine ECU
11 Radar sensor 12 Vehicle speed sensor 13 Yaw rate sensor 14 Steering sensor 21 Control SW
22 Target vehicle setting SW
23 Alarm buzzer

Claims (12)

  1. A vehicle-to-vehicle distance control device including a control unit that executes a vehicle-to-vehicle distance control that controls a vehicle-to-vehicle distance with the target in front of the host vehicle,
    Information acquisition means for acquiring operation information from an operation means operated by a driver of the own vehicle and vehicle information from a vehicle detection means for detecting a vehicle existing in a predetermined range including the own lane ahead of the own vehicle;
    Target candidate extraction means for extracting target candidates corresponding to a predetermined extraction condition from the vehicle information;
    A target selecting means for selecting a final target from the target candidates extracted by the target candidate extracting means,
    The target candidate extraction means, when the information acquisition means acquires operation information corresponding to an instruction from the driver regarding extraction of target candidates, from a stopped vehicle that stops in the own lane, and an adjacent lane of the own lane An inter-vehicle distance control device that performs extraction after adding an extraction condition for making at least one of the interrupt vehicles entering the own lane ahead of the own vehicle a target candidate.
  2. The control means performs deceleration control for decelerating the host vehicle or acceleration suppression control for suppressing acceleration when the information acquisition means acquires operation information corresponding to an instruction from the driver regarding extraction of the target candidates. The inter-vehicle distance control device according to claim 1 , wherein the control is started.
  3. The operating means is a lever mechanism that is disposed in the vicinity of the steering wheel of the host vehicle and can be operated in the vertical direction of the steering hole.
    It is determined whether or not the operation information acquired by the information acquisition unit is operation information corresponding to an instruction from the driver regarding extraction of the target candidate from an operation time in which the lever mechanism is continuously operated in the vertical direction. operation information vehicle control apparatus according to claim 1, wherein further comprising a determination unit.
  4. When the information acquisition means acquires operation information corresponding to an instruction from the driver regarding extraction of the target candidate, the operation information corresponds to an operation for selecting a stopped vehicle with the stopped vehicle as the target candidate. Comprising an instruction determination means for determining whether it is information or operation information corresponding to an interrupt vehicle selection instruction with the interrupt vehicle as the target candidate;
    The said control means performs the said deceleration control or the said acceleration suppression control so that the deceleration of a different magnitude | size generate | occur | produces in the said own vehicle according to the determination result of the said instruction | indication determination means. The inter-vehicle control apparatus according to 2 or 3 .
  5. The instruction determination means, when the target selection by the target selection means is confirmed, when the information acquisition means acquires operation information corresponding to an instruction from the driver regarding extraction of the target candidates, When it is determined that the operation information corresponds to the interrupt vehicle selection instruction, and the target selection by the target selection means is unconfirmed, the information acquisition means responds to an instruction from the driver regarding the extraction of the target candidates. 5. The inter-vehicle distance control device according to claim 4 , wherein when the operation information to be acquired is acquired, it is determined that the operation information corresponds to the stop vehicle selection instruction.
  6. When the information acquisition means acquires the operation information corresponding to the stop vehicle selection instruction, the control means has a larger deceleration than the case where the information acquisition means acquires the operation information corresponding to the interrupt vehicle selection instruction. decelerating, or vehicle control apparatus according to claim 4 or 5, wherein suppressing the acceleration.
  7. When the information acquisition unit acquires operation information corresponding to the stop vehicle selection instruction, the control unit continues the deceleration control or the acceleration suppression control until the target selection by the target selection unit is confirmed. The inter-vehicle distance control device according to any one of claims 4 to 6 , wherein the inter-vehicle distance control device is executed.
  8. The information acquisition means acquires accelerator operation information from an accelerator operation detection means for detecting an accelerator pedal operation in the host vehicle,
    The control means, when continuously executing the deceleration control or the acceleration suppression control, when the information acquisition means acquires accelerator operation information that the operation intervention to the accelerator pedal has been performed, The inter-vehicle distance control device according to claim 7 , wherein execution of the deceleration control or the acceleration suppression control is terminated.
  9. Based on the vehicle information acquired by the information acquisition means, the vehicle lane probability that the vehicle existing in the predetermined range exists in the own lane, the lateral position of the vehicle existing in the predetermined range with respect to the own vehicle, and A calculating means for calculating at least one of the movement amounts;
    The target candidate extraction means is extracted based on the own lane probability, and when the information acquisition means acquires operation information corresponding to the interrupt vehicle selection instruction, the lateral position and the movement amount The inter-vehicle distance control device according to any one of claims 4 to 6 , wherein a candidate for the target is extracted in consideration of at least one of the following.
  10. The target selection means, when the information acquisition means acquires operation information corresponding to the interrupt vehicle selection instruction, a vehicle having the shortest distance from the own vehicle from the target candidates extracted by the target candidate extraction means The inter-vehicle distance control device according to claim 9 , wherein the final target is selected.
  11. The control means, until the information acquisition means selects a new target with a short distance from the host vehicle, compared to the target immediately before the operation information corresponding to the interrupt vehicle selection instruction is acquired, The inter-vehicle distance control device according to claim 9 or 10 , wherein the deceleration control or the acceleration suppression control is continuously executed.
  12. The information acquisition means acquires accelerator operation information from an accelerator operation detection means for detecting an accelerator pedal operation in the host vehicle,
    When the information acquisition means acquires the accelerator operation information that the operation intervention to the accelerator pedal has been performed when the control means is continuously executing the deceleration control or the acceleration suppression control, The inter-vehicle distance control device according to any one of claims 9 to 11 , wherein execution of the deceleration control or the acceleration suppression control is terminated.
JP2006318813A 2006-11-27 2006-11-27 Inter-vehicle distance control device Active JP4862630B2 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP2006318813A JP4862630B2 (en) 2006-11-27 2006-11-27 Inter-vehicle distance control device

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2006318813A JP4862630B2 (en) 2006-11-27 2006-11-27 Inter-vehicle distance control device
US11/986,702 US9481369B2 (en) 2006-11-27 2007-11-26 Cruise control system for determining object as target for cruise control

Publications (2)

Publication Number Publication Date
JP2008132822A JP2008132822A (en) 2008-06-12
JP4862630B2 true JP4862630B2 (en) 2012-01-25

Family

ID=39557996

Family Applications (1)

Application Number Title Priority Date Filing Date
JP2006318813A Active JP4862630B2 (en) 2006-11-27 2006-11-27 Inter-vehicle distance control device

Country Status (2)

Country Link
US (1) US9481369B2 (en)
JP (1) JP4862630B2 (en)

Families Citing this family (24)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102006060554A1 (en) * 2006-12-21 2008-06-26 Bayerische Motoren Werke Ag Steering wheel for a motor vehicle and motor vehicle
JP2009220630A (en) * 2008-03-13 2009-10-01 Fuji Heavy Ind Ltd Traveling control device for vehicle
US8949069B2 (en) * 2009-12-16 2015-02-03 Intel Corporation Position determination based on propagation delay differences of multiple signals received at multiple sensors
JP5520766B2 (en) * 2010-09-29 2014-06-11 日立オートモティブシステムズ株式会社 Vehicle travel control device
JP6059268B2 (en) * 2011-01-20 2017-01-11 株式会社クボタ Shift control system
JP5703138B2 (en) * 2011-01-20 2015-04-15 株式会社クボタ Shift control system
JP5969220B2 (en) * 2012-02-28 2016-08-17 株式会社日本自動車部品総合研究所 Inter-vehicle distance control device
US8718918B2 (en) * 2012-04-26 2014-05-06 Richard D. Roberts Determining relative positioning information
CN104411558B (en) * 2012-07-06 2017-09-22 丰田自动车株式会社 The travel controlling system of vehicle
JP6163718B2 (en) * 2012-08-30 2017-07-19 トヨタ自動車株式会社 Vehicle control device
DE102012218363A1 (en) * 2012-10-09 2014-04-10 Continental Automotive Gmbh Method for controlling a separate flow of linked program blocks and control device
US9050982B2 (en) * 2013-01-11 2015-06-09 Ford Global Technologies, Llc Driver feedback for vehicle operation
DE102013208763A1 (en) * 2013-05-13 2014-11-13 Robert Bosch Gmbh Method and device for recognizing a starting intention of a holding vehicle
US9753137B2 (en) 2013-05-26 2017-09-05 Intel Corporation Apparatus, system and method of communicating positioning information
US9432115B2 (en) 2013-07-10 2016-08-30 Intel Corporation Apparatus, system and method of communicating positioning transmissions
GB2519533B (en) * 2013-10-23 2018-04-04 Jaguar Land Rover Ltd Vehicle speed control system
KR20150056000A (en) * 2013-11-14 2015-05-22 주식회사 만도 Adaptive cruise control apparatus of vehicle with sensing distance regulation function and method for thereof
US9746550B2 (en) 2014-10-08 2017-08-29 Ford Global Technologies, Llc Detecting low-speed close-range vehicle cut-in
JP6302825B2 (en) * 2014-11-28 2018-03-28 株式会社アドヴィックス Collision avoidance device
JP6365481B2 (en) * 2015-09-23 2018-08-01 トヨタ自動車株式会社 Vehicle travel control device
JP6327244B2 (en) * 2015-12-25 2018-05-23 トヨタ自動車株式会社 Vehicle control device
JP6508118B2 (en) 2016-04-26 2019-05-08 トヨタ自動車株式会社 Vehicle travel control device
JP6706196B2 (en) * 2016-12-26 2020-06-03 株式会社デンソー Travel control device
JP2018203097A (en) * 2017-06-06 2018-12-27 トヨタ自動車株式会社 Steering assist device

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2708751B2 (en) 1987-08-24 1998-02-04 富士通テン株式会社 Vehicle control system
JP3470453B2 (en) * 1995-04-06 2003-11-25 株式会社デンソー Inter-vehicle distance control device
JPH10205366A (en) 1997-01-22 1998-08-04 Hitachi Ltd Device and method for follow-up traveling for vehicle
JP3385921B2 (en) * 1997-07-14 2003-03-10 日産自動車株式会社 Vehicle follow-up control system
JP3516841B2 (en) 1997-07-25 2004-04-05 トヨタ自動車株式会社 Own lane object detection device and vehicle travel control device provided with the same
JP2000057498A (en) 1998-08-05 2000-02-25 Mitsubishi Motors Corp Method for controlling drive of vehicle
US6708099B2 (en) * 2002-01-17 2004-03-16 Ford Global Technologies, Llc Stop and go adaptive cruise control system
US7444241B2 (en) * 2005-12-09 2008-10-28 Gm Global Technology Operations, Inc. Method for detecting or predicting vehicle cut-ins

Also Published As

Publication number Publication date
US9481369B2 (en) 2016-11-01
US20080243351A1 (en) 2008-10-02
JP2008132822A (en) 2008-06-12

Similar Documents

Publication Publication Date Title
US10501084B2 (en) Vehicle control system
EP2902290B1 (en) System for accommodating a pedestrian during autonomous vehicle operation
US9308914B1 (en) Advanced driver assistance system for vehicle
EP3052961B1 (en) Adaptive cruise control with on-ramp detection
RU2654839C2 (en) Collision avoidance support device
EP2636577B1 (en) Method for warning the driver of a motor vehicle about an incipient dangerous situation due to inadvertent drifting into an opposing lane
US9205864B2 (en) Driving assistance system for vehicle
JP4883248B2 (en) Vehicle periphery monitoring device
JP5886185B2 (en) Method for automatically recognizing driving maneuvers of a motor vehicle and driver assistance system including this method
CN102673544B (en) Vehicle driving support apparatus
US9505411B2 (en) Drive assist device
US8630793B2 (en) Vehicle controller
US9718469B2 (en) Vehicle driving assistance system
JP4628683B2 (en) Pedestrian detection device and vehicle driving support device including the pedestrian detection device
JP4507976B2 (en) Vehicle travel control device
US9126594B2 (en) Driving assistance apparatus
US9783169B2 (en) Method for assisting a driver of a motor vehicle
JP5327321B2 (en) Vehicle periphery monitoring device and vehicle periphery monitoring method
JP4169065B2 (en) Vehicle control device
EP2978650B1 (en) Method and device for an overtaking assistance system
US8880319B2 (en) Driving control apparatus mounted on vehicle to avoid collision with preceding vehicle
JP3569926B2 (en) Vehicle travel control device
US9707973B2 (en) Drive assist device
JP4193425B2 (en) Brake control device for vehicle
JP4176690B2 (en) Vehicle travel control device

Legal Events

Date Code Title Description
A621 Written request for application examination

Free format text: JAPANESE INTERMEDIATE CODE: A621

Effective date: 20090108

A131 Notification of reasons for refusal

Free format text: JAPANESE INTERMEDIATE CODE: A131

Effective date: 20110329

A521 Written amendment

Free format text: JAPANESE INTERMEDIATE CODE: A523

Effective date: 20110519

TRDD Decision of grant or rejection written
A01 Written decision to grant a patent or to grant a registration (utility model)

Free format text: JAPANESE INTERMEDIATE CODE: A01

Effective date: 20111011

A01 Written decision to grant a patent or to grant a registration (utility model)

Free format text: JAPANESE INTERMEDIATE CODE: A01

A61 First payment of annual fees (during grant procedure)

Free format text: JAPANESE INTERMEDIATE CODE: A61

Effective date: 20111024

R151 Written notification of patent or utility model registration

Ref document number: 4862630

Country of ref document: JP

Free format text: JAPANESE INTERMEDIATE CODE: R151

FPAY Renewal fee payment (event date is renewal date of database)

Free format text: PAYMENT UNTIL: 20141118

Year of fee payment: 3

FPAY Renewal fee payment (event date is renewal date of database)

Free format text: PAYMENT UNTIL: 20141118

Year of fee payment: 3

R250 Receipt of annual fees

Free format text: JAPANESE INTERMEDIATE CODE: R250

R250 Receipt of annual fees

Free format text: JAPANESE INTERMEDIATE CODE: R250

R250 Receipt of annual fees

Free format text: JAPANESE INTERMEDIATE CODE: R250

R250 Receipt of annual fees

Free format text: JAPANESE INTERMEDIATE CODE: R250

R250 Receipt of annual fees

Free format text: JAPANESE INTERMEDIATE CODE: R250

R250 Receipt of annual fees

Free format text: JAPANESE INTERMEDIATE CODE: R250